Rotary internal-combustion engine



J; H. BAIR. ROTARY INTERNAL COMBUSTION ENGINE.

APPLICATION HLED DEC-27. I918- Patented Feb. 24, 1920.

INVENTOR J05: PH H.B/\1R ATTORNEY UNITED STATES PATENT OFFICE.

JOSEPH I-I. BAT-R, OF HADDONFIELD, NEW JERSEY.

ROTARY INTERNKL-COMBUSTION ENGINE.

Specification 051161313613 Patent.

Application filed December 27,1918. serial'imfaessov.

To all 'wh'om'it maycamera I Be it known that I, JO$EPH "H. B'Am, a oitizen'of theUnitedStates, and residing in Haddonfield, in the county of Camden and State of N'ewJersey, have invented-certain new and useful Improvements in Rotary Internal-CombustionEngines, of which the following is a specification.

My invention relates to rotary gasolene engines 'of the type having the "cylinders parallel with the axis (if rotation and placed obliquely to the driven shaft. The invention pertains'to anengine ofthis character placed in an up tilt'ed, oblique position, and

the-driven "shaft, constituting the transmission, in a horizontal one in relation to the conveyance for which it is "made to 'furnish motive power;

The primary object of the invention is to provide this arrangement in the conveyance whereby the engine "is oiled and cooled without elaborate accessory mechanism for oiling and cooling, and the extravagant loss or oil 'and p'o wer. Byinstalling thisenginea's disclosed in the dr'awings'more effective oiling and eoo1in' with no accessory meehanism whatever, can be procured than in "any other type of engine with provision forthis pu'r'pos'e.

Heretofore this class of "engine has been barred frorn its'rightful participation in the propulsion of motor vehioles, first, beeause no satisfactory}nieansffor" cooling the engine had been fonnd. 'Water jaeketin'garotary engine is difiie'ult andentirely 'impraotioable "and whereaireooling was resorted to alone,

it wasfound 'insuffio'ient, Air oo'uldnot be gotten a proper advantage of *on aeco'unt of the he'ad on position of the engine; 's'ec ondly, the "engine feylinders, because of the head-on position of'the engine, lay horizontal and had "no meansr properly oiling them. Such oil as eould be gotten *in could not drain out. Here it burned, forming a gummy coat and ultimatel eausedthe pistons to stick. What oil drained out dropped upon :th'efroadway, making it a fri ghtfully"extravagant consumer of lubricant, besides 'smokingout the occupants of the "motor oo'nveyanee. Thirdly, "the valve 'arrangement wascomplicated and it was difficult to exhaust-through a commo'n -rnufher.

ranged as four cycle, having two pu'p'pet This type of engine is usually arvalves for each cylinder. or n1n'e 'oylinders making fourteen or eigh- There are seven teen puppet valves producing only 'an 'efli- 'cieney equivalent to the four-cylinder, non- 'rotary type commonly used and having but eight puppet valves.

equal expansion due'to uneven distribution of'heat'in oylinder and piston.

My timing arrangement comprises a sleevedevice, one sleeve for all'the cylinders in common. It fits snugly into a cylinder recesscommunicatingwith all the cylinders,

but is loose over the shaftso it ean always aoeomlnodate itself to its fittlng without binding or gaping.

H Itsoiling is also accomplished satisfactory by the tilted arrangement of the engine. The claim'on the construction ofthe'engine is a matter of a separate patent application so its construe- 'tien need not bedeseribed here.

By placing the "engine, as already deseribed'and shown by'the drawingsat the forward end of the'conveyanee and in an up-tilted position, I obviate the oiling and cooling difficulties enumerated and reduce *thi's'to'the simplest, lightest, and cheapest of all engines for the propulsion of amotor vehicle.

Referring to the drawings: Figure 1, is a side view of the engine,

with apart of'thehousi'ng cut away to show the driven parts and the manner in which the oiling takes places.

7 Fig. 2, shows -the same 'engine but instal-led in a car. Thisdrawingillustrates by arrows B and C, the 'coolingof'the engine M, due t'o its rotation'and the movement of the propelled vehicle V in the direction of the arrow "A, I and Fig. 3, shows asection onthe line 33 of F1g.'1,'look1ng in thedireotion of the arrow.

This figure shows the manner in which the timing valve is oiled not directly "reached by the splash-system.

M is the motor with the oil easing H at thejbottom'of which is the nut Dto drain oil'O. Mo'tor M is installed in oar V, which itisarranged to convey by means of trans- Patented -Feb. 24, 1920.

' the pistons connecting with disk convenience of the driver, control arm 17 by a. control the shutters in the following manner.

housing H and which is continued to the chassis 13 by arms 11. The engine is further supported by cross-bar 12 at back and by an-angle iron arch 1 1 in front, by means of device/15. 6 and 7, are clutch mechanism.

To keep hot air C from occupants of conveyance and to deflect it under car is oblique partition P. Through this extends, for the means of which ventilator shutters 16 are set to control draft of cooling air B. 18 1s a trough receiving oil thrown up by the driven element and 19 is a duct conveying the oil therefrom by gravity to the Lip-tilted end of timing valve 20, which is hollow and into which it streams. oiling it and the engine bearin s and findin its Wa down the in clined shaft into the oil reservoir again. 21 is a stationary part of the timing valve.

Instead of a radiator is a shutter and air deflecting device 16 under the control of arm 17, which canbe manually regulated or asso ciated with a thermostat which is made to The shutter is arranged inrtwo tiers, the perpendicular and inclined, controlled by a link at the lower end of arm 17 so that when it is pushed forward the free end of the upper tier rises so as to deflect the air up, and the lower tier downward so as to deflect the incoming air down free of the engine and out at shutter E, which .is opened when the lower tier drops. In this position shutter F also drops and leaves some of the air de-' 1 fle'cted by the lower shutters out.

What I claim is: 1. In a vehicle and in combination therewith, a chassis, a rigid support connected with the chassis, a propelling rotary motor installed 111 said vehicle and having a bent shaft forming two axes disposed at an obtuse angle in respect to each other and whereof one is arranged substantially in the line of travel of said vehicle and carries the driven element of the motor, and whereof the other is at the front of the vehicle and carries parallel therewith the parts of its inclinedsurface due to the travel of thevehicle and the rotation of the motor.

2. In a vehicle and in combination therewith, a propelling rotary motor installed inv said vehicle and having two axes disposed at.

cylinder ele-- ment of the motor between the bend therein and the rigid supportthus presenting the cylinder element in upright inclined position vto receive the direct impact of air on'allan obtuse angle in'respect to each other and whereof one is arranged substantially in the l1ne of travel of sald vehicle and carries the driven element of the motor, and whereof the other is at thefront of the vehicle and carries parallel therewith the cylinder element of the motor thus presenting the same in upright inclined position to receive the direct impact of air on all parts of its inclined surface dueto the travel of the vehicle and the rotation ,of the motor, and at the union of said axes an oil'pan associated with 'aninclosure housing to constitute an element of a splash lubricating system.

3. In a vehicle and in combination there-- with, a chassis, a rigid support connected to the chassis, a propelling rotary motor installed in said vehicle having a bent shaft formingtwo axes disposed at an obtuse angle in respect to each other and whereof one is arranged substantially in the line of travel ofsaid vehicle and carries the driven element of the. motor, and whereof the other is at the front of the vehicle and carries parallel therewith the cylinder element of the motor between the bend therein and the rigid support thus presenting the cylinder element in upright inclined position'to receive the V directimpact of the air on all parts of its inclined surface due to the travel of the vehicle and the rotation of the motor, and circiunferential radiating rings projecting from the cylinder element perpendicular to the cylinder bearing axis and inclined to the direction of orientation to deflectafi'ectively the impactingcooling air. 7

4. In a vehicle and in combination therewith, a propelling rotary motor installed in said vehicle and having two axes disposed at an obtuse-angle in respect to each other and whereof one is arranged substantially in the line of travel of said vehicle and carries the driven element of the motor, and whereof the other is at thefront of the vehicle and carries parallel therewith the cylinder element of the motor thus presenting the samein upright inclined position toreceive the direct impact of air on all parts of its inclined surface due to the travel of the vehicle and the rotation of themotor, and. at the union-of said axes an oil pan associated with an inclosurehousing to constitute an element of a splash-lubricating system, a trough at the upper part of the housing and open to receive splash from the driven rotary element, and a gravity linefrom the trough to the upper inlet end of the inclined element.

5. In a vehicle and in combination there with, a propelling rotary motor installed in said vehicle" and having two axes disposed at an obtuse angle in respect to each other and whereof one is arranged substantially in the line oftravel of said vehicle and carries the driven element of the motor, and whereof the other is at the front of the vehicle and ranged over the motor and open at the front carries parallel therewith the cylinder eleand provided in rear of the engine with a ment of the motor thus presenting the same deflector plate, and adjustable shutters at the 10 in upright inclined position to receive the front of the hood for controlling the direcdirect impact of air on all parts of its in- 'tion and amount of air admitted to the enclined surface due to the travel of the vehicle gine.

and the rotation of the motor, a hood ar JOSEPH H. BAIR. 

